Amphibian vehicle



'May 30, 1944 R. w. HoFHElNsE-r AL 2,350,037

Y AMPHIBIAN VEHICLE Filed Dec. s, 1941 A 5 sheets-shed.` 2

l r QQ vENToRs May 30, 1944- R. w. HoFHElNs ETAL 2,350,037

AMPHIB IAN VEHI CLE Filed Deo. 5, 1941 5 Sheets-Sheet 3 la /17 /J l May3U, 1944.4 R. w. HoFHl-:lNs ET AL 2,350,037

AMPHIBIAN VEHICLE Filed D60. 3, 1941 5 Sheets-Sheet 4 May 30, 1944. R.w. HOFHEINS 'ET AL 2,350,037

AMPHIBIAN VEHICLE Filed Dec. 3, 1941 5 Sheets-Shea?l 5 ATT NEYS NTORSPatented May 30, 1944 AMPHIBIAN VEHICLE Roger W. Hofheins, Carlos E.Harrington, Charles D. Thomas, and Paul P. M. Dubosclard, Bnialo, N. Y.,asslgnors to Amphibian Car Corporation,

Buffalo, N. Y.

Application December 3, 1941, Serial No. 421,470

21 Claims.

This invention relates to amphibian vehicles and has particularreference to vehicles arranged for automotive operation upon land orwater.

Vehicles aimed at the general ends in view in the present instance havepreviously been proposed but such vehicles have, in general, reachedonly the proposal stage and have been impracticable for various reasons.The vehicle of the present invention, on the other hand, is one ofdemonstrated practicality and, in actual use, performs eillcientlyeither as a ground or marine automotive vehicle.

The machine of the present invention is selectively of two-wheel orfour-wheel drive design and is capable of land speeds comparable tothose of present day automotive passenger vehicles.

As occasion requires it may, by simple manipula- A tion from theoperators compartment, be converted for four-wheel driving over roughterrain, or for marine propulsion. The adjustment necessary for changefrom land to water operation or vice versa, or for change fromfour-wheel tractor drive to ordinary two-Whee1 drive on roads or smoothground, or the reverse, may be effected without stopping the vehicle andby extremely simple manipulation of the operating controls by the driveror operator of the vehicle. The machine also has provision forindependently locking one or more of the wheels, and such means, incombination with the four-wheel drive, enables the vehicle to be movedfrom water to land or vice versa without becoming stuck.

The preferred design of the body or hull of the vehicle of the presentinvention is such that its marine efficiency is not reduced by thepresence of the necessary traction wheels for land operation and, fromthe standpoint of land operation, the arrangement is such that there isan absolute minimum of unsprung weight.

In the rst-described exemplary embodiment of the present invention thetraction wheels of the vehicle occupy a normal operating positionwhether the machine is being used as a land traction vehicle or a marinesurface craft. It is, however, within the purview. of the invention toprovide means, either motive or manual, for retracting the wheels agreater or less degree for marine operation. Modied forms of thefirstdescribed embodiment show means for accomplishing this end and itwill be noted that the arrangement is such that the traction wheels maybe withdrawn at the pleasure and will of the operator after the vehiclehas been launched for marine operation. The wheel position controllingmeans of the modied forms may also be employed for increasing orlessening the ground clearance of the vehicle for varying conditions oi'land operation.

By virtue of the construction of the instant machine a minimum of sealedjoints is required for rendering the several exposed propellinginstrumentalities both operable and controllable.

In the present machine, to promote marine eflciency as well as tofurther other objects of the invention, front and rear pairs of groundwheels are provided with differential driving axles which are locatedsubstantially entirely within the hull of the vehicle and preferably inxed positions with respect to the hull. To permit relative movementbetween the wheels, on the one hand, and the hull and the diierentialdriving axles, on the other, both for springing oi the vehicle and forretraction of the ground wheels, the latter are disposed for rotation onaxes spaced from their associated driving axles. The mode oftransmission of power to the ground wheels is believed to be novel inthe construction of amphibian vehicles and offers distinct advantages inconstructing craft of this kind.

A novel arrangement is provided for rendering certain of the wheels ofthe instant vehicle both steerable and tractive without interferencewith independent spring of such wheels'.

In the drawings:

Fig. l is a general side elevational view of an exemplary form of thevehicle of the invention;

Fig. 2 is a general top plan view thereof;

Fig. 3 is a front elevational View of the machine of Figs. 1 and 2;

Fig. 4 is a fragmentary front elevational view of the right front wheelmounting with parts in cross-section for added clearness;

Fig. 5 is an approximate, horizontal cross-sectional view through theunit employed in transmitting motion from a drive axle to a groundwheel;

Fig. 6 is a diagrammatic view of the hydraulic circuits for the brakingmechanism;

Fig. '7 is a fragmentary plan view showing the transmission controllinkage in detail;

Fig. 8.is a fragmentary rear elevational view showing linkage forraising and lowering the inarine propeller of the machine;

Fig. 9 is a fragmentary perspective view of a modified wheel mountprovided with hydraulic retracting means;

Fig. 10 is a similar perspective view of another modified wheel mountemploying manual retracting and projecting means; and

Fig. 11 is a detailed cross-sectional view of a winch pulley preferablyprovided for use with the driving wheels.

Throughout the several figures of the drawings like characters ofreference denote like parts, and the numeral I5 designates generally ahull or body for the vehicle. The details of the structural frameworkand particular mode ofr assembly and reinforcement of the several skinsurfaces comprising the hull are immaterial and reference will be hadherein only to the contours of the hull insofar as its outline is amaterial part of the present invention.

The bottom and sides of the hull I5 are unitary and continuously curvingsave only for the line defining the prow of the hull and the meetingedge of the bottom and the rear wall I6 thereof, and front and rearinward formations 8 and I9 which form recesses adapted to receive, re-

spectively, front and rear traction wheels and 2|. One furtherinterruption of the continuously convex curving contour of the exteriorof the bottom of the hull I5 is found in a channel 23 formed to receivea marine propeller 24 and its associated driving mechanism, togetherwith a control rudder which will be hereinafter described. An upwardextension of the channel 23 is located at 25 and receives the propeller24 and the rudder when they are retracted in a manner which willpresently appear. The hull I 5 is provided with a forward deck portion28 and a windshield 28 may be disposed thereon in any convenient manner.The forward deck portion 28 is preferably extended rearward at its sidesto provide deck portions 30 and 3| over the front wheel housing recessesI8.

The space between the rearward deck exten sions 30 and 3| provides anideally located operators compartment and a seat for the operator isdesignated 33. 'Ihe seat 33 provides sufficient space for a passengerfor assisting or directing operation or for any other purpose. Directlybehind the seat 33 and substantially amidships, a seat 34 is arranged toextend from side to side of the hull and the seat 34 will accommodate anumber of passengers limited only by the total width of the machine. Itwill be noted that the seat 34 is just forwardly of the rear wheelhouses I9.

The propelling engine for rendering the vehicle automotive for bothmarine and land navigation is preferably of the internal combustion typeand in the illustrated instance is disposed between the rear wheelhouses I9, as at 31. According to the arrangement of the exemplaryembodiment, the engine 31 may be disposed directly between the rearwheels 2| without complicating the problem of transmitting power to suchrear wheels. The power transmission means will now be described.

Differential axles 40 and 4| are provided for 'the pairs of front andrear wheels 28 and 2|,

respectively, and such axles may comprise conventional bevel geardifferential drive means, and in the illustrated instance differentialgear casings 42 and 43, respectively, are shown offset from themid-points of the axles; 40 and 4| to permit corresponding offsetting ofthe drive shafts for more convenient arrangement of theinstrumentalities for transmission of power from the engine 31 to thedrive shafts. The drive system is such that the housings of thedifferential axles 40 and 4| may be secured directly to the framework ofthe hull |'5 in the interior thereof, with the opposite ends of eachdifferential axle prO- jecting into the opposite front or rear wheelhouse |8 or I9, as the case may be.

Means for supporting each .of the trf ction wheels 28 and 2| forindependent springing as well as for transmitting driving power theretoare illustrated in detail in Fig. 5 which is a longitudinalcross-sectional plan view of any of four wheel support casingsdesignated generally 45 in the several general views.

Each of the wheel support casings 45 comprises inner and outer side wallportions 41 and 48 and a continuous connecting wall portion 48. In theillustrated instance the connecting w'ali 49 is rigidly secured to theinner wall 41 by welding or the like and the outer wall 48 is removablysecured to the connecting wall 43 as by screws 75|. A central bracingweb 51 may extend between the side wall portions 4'.' and 48, this webbeing welded to wall portion 41 and being connected to wall portion 48by screws 50. One of the elongate casings thus formed is secured againsta wall of each of the wheel houses I8 and I9 for pivotal movement, theopposite or outer end of each casing being arranged to support a groundwheel 28 or 2| as the cas may be.

For pivotally mounting the casings 45, each is provided with an annularplate 52 having a pro- -jecting hub 53 for pivotal engagement in abearing 54 secured to the inner wall of the wheel house I8, I9 by meansof screws 55. 'I'he hubs 53 may be retained in bearing engagement bymeans of a retaining nut 56.

A sprocket is journaled within each casing 45 coaxially with respect toits pivot hub 53 and a second cooperating sprocket 6| is journaled inthe opposite outer end of each casing for driving engagement with aground `wheel 20 or 2|. As illustrated, anti-friction means may beassociated with the journals of the sprockets 60 and 6| and in Fig. 5such means comprise ball bearings 62. A driving chain which connects thesprockets 60 and 6| for joint rotation is shown at 63 in Fig. 5,portions thereof being schematically `indicated by the dot and dashlines connecting the sprockets 60 and 6|. i

Each differential axle 40 or 4-I has oppositely protruding drive shaftportions 64, and in Fig. 5 such protruding portion is shown in drivingengagement with sprocket 60. The cooperating sprocket 6I' rotates a stubshaft 65 which in the case of rear wheels 2| is connected directlythereto and in the case of front wheels 20 has driving connectiontherewith through a universal driving connection designated 66 in Fig.4. Obviously, if desired, the rear wheels may be rendered steerable inthe same manner as the front wheels.

Each of the wheels 20 and 2| is mounted for independent resilientmovement about the pivotal connection of its associated wheel supportcasing 45 and to this end a spring strut designated generally 10 ispreferably provided for each wheel to extend between the wheel properand a stationary part of the vehicle. Fig. 4 shows one such spring strutin detail in association with a steerable front wheel 20. Such frontwheel is provided with a steering knuckle 1| of the kind conventionallyemployed in steering mechanism operating according to the Ackermanprinciple. A steering arm 12 connects with the kingpin of the steeringknuckle 1| and the linkage for controlling the disposition of thesteering arm is shown in Figs. 1, 2 and 3 and will be hereinafterdescribed.

The spring strut of Fig. 4 terminates at its opposite ends in stubshafts 14 and 15, the former o! which is secured in the hull I0,preferably in that portion comprising the upper wall of the wheel house.The other of the stub shafts, 15, 1s preferably formed at its end with aball 16 for seating in a socket formed in the steering knuckle 1l and asuitable cap 11. In the case of a rear non-steerable wheel, the ball 16will obviously seat in a similar socket formed on the housing connectingthe wheel bearing and the casing 45, as at 85 in Fig. 2.

The upper stub shaft 14 seats in a resilient cup 18 of rubber or thelike which in turn is disposed in a seat formed in an enlargement 19provided at one end of a shaft 80. The shaft 80 telescopes into a sleeve8| which extends upwardly from and is fixed to the lower stub shaft 15,the shaft 80 and the sleeve 8| being free for relative axial slidingmovement. Spring seats l2 and 83 are xed, respectively, to theenlargement 19 of the shaft 80 and the sleeve 8|, and a compression coilspring for resiliently resisting relative upward movement' of anassociated traction wheel is disposed between such seats as at Il.

For limiting and resiliently cushioning maximum upward relative movementof a wheel through pivotal movement of a drive casing 65. each springstrut is preferably provided with a block of resilient material, B6,which is secured against the spring seat 83 for abutment with a flange81 which is fixed axially with respect to the shaft as by means of asupporting tube 88 extending rigidly between the flange 81 and theenlargement 13 of the shaft 80.

The resilient cup 18 cooperates with the ball and socket attachment ofthe lower end of the spring strut 10 to permit limited variation in theangular disposition of the spring strut 10 necessitated by upward anddownward relative movement of the associated traction wheel.

Referring to Figs. 1, 2 and 3, a conventional steering column 92 andsteering wheel 93 aredisposed in the operators cempartment for guidingthe steerable front wheels 20. Any of the conventional reducing gearsmay be employed as indicated at 94 for transmitting rotative movementsof the steering wheel to a steering pitman 05 which at its outer endpivotally engages a cross tie rod 9B. A pair of bell cranks 91 arearranged as best shown in Figs. 2 and 3 with their` main bearingsarranged inside the hull I5 but closely adjacent the wall portions whichdefine the inner vertical faces of the front wheel houses i8 and forpivotal movement about substantially vertical axes. In the preferredembodiment each of the bell cranks has forwardly extending arms whichpivotally engage opposite ends of the cross tie rod 96 and outwardlyextending arms which pivotally engage the forward ends of a pair of foreand aft drag links 99 whose rear ends pivotally engage the steeringknuckle arm 12. The pivotal connections between the drag links 99 andthe bell `cranks 91 are preferably arranged with sufficient clearance topermit limited pivotal movementy of the drag links 99 about suchconnections in vertical, longitudinal planes, whereby the drag links maypivot with the resilient pivoting of the casings 45.

If desired corresponding steering linkage may be provided for the rearwheels, either for joint steering operation with the front wheels underthe control of a common steering wheel or entirely independentlythereof.

By virtue of the present design the projection of drive and controlmeans through the hull is arranged, in the several instances, to involvea. minimum of body movement of the projecting part at the point where itpasses through the hull. In the case of the bell cranks 31 this end isattainedv by the disposingof the axes thereof inside of but very closelyadjacent the wall of the hull |5. In the proposed construction flexibleannular sleeves or membranes are each secured at one peripheral edge tothe wall of thehull i5 and at the other peripheral edge to theprojecting control part, in the present instance the arm of a bell crank91. 'I'hese sealing devices may be oi' rubber or neoprene but arepreferably of fabric suitably impregnated to be rendered watertight.

The running gear of the primary embodiment having thus been described,attention will now be directed to a complete description of the drivesystem for both land and marine propulsion. The crankshaft of thepropelling engine 31 extends forwardly to a conventional change-speedtransmission unit |00 and the output shaft |0| thereof continuesforwardly and terminates in a chain drive transmission casing |02. Apair of cooperating sprockets (not shown) ln the casing |02 transmit therotative drive of the output shaft I0! to a drive shaft i03 whichextends to driving engagement with the front differential driving axle40 and a second drive shaft extends coaxially but rearwardly of thedrive shaft |03 to driving engagement with the rear differential axle4|. Such second drive shaft does not appear in the drawings since thechain drive casing |02 and the differential gear casing 43 pf the rearaxle di aresubstantially in abutment.

A clutch |05 is interposed between the transmission |00 and the frontdriving shaft |03 whereby the vehicle may readily and selectively beconverted for either conventional rear wheel drive or four wheel drive,the latter mode being generally availed of when traversing roughterrain. A manual control link for engaging and disengaging the clutch|05 is indicated at |06.

Control of the change-speed transmission |00 is effected remotely fromthe operators position and an example of suitable linkage for effectingsuch control is shown in detail in Fig. '1. As there shown theconventional shifting fork of an otherwise conventional automotivetransmission assembly is disposed as at |08. A shifting lever |09, seeFig. 1, has a ball mounting ||0 whereby its control handle |I| may bemoved universally in a horizontal plane. The projection of the lever |09below its ball mounting H0 appears at ||2 in Fig. 7 and movementsthereof fore and aft and laterally, by manipulation of the controlhandle are duplicated exactly by the shifting fork |08 in the followingmanner.

Longitudinally slotted brackets ||3 and lid are secured to the vehicleframework adjacent the shifting lever |09 and the shifting fork |08 ofthe transmission |00, respectively. Each of the brackets H3 and I I4supports, for free pivotal and longitudinal movement, a bell crank H5and ||6 respectively. The corresponding outer ends of the bell cranks||5 and H6 are pivotally connected to the opposite ends of a pair ofrigid links ||1 and H8 and a corresponding end of each bell crank H5, H6engages, respectively, the lower projection ||2 of the shifting lever|00 and the shifting fork |08. Obviously, longitudinal movement of theprojection ||2 will move the bell crank i5 longitudinally in its slot inthe bracket ||3 and, through the link ||1,

cause like longitudinal movement of the bell crank ||5 in its slot inthe bracket ||4. Lateral movement of the projection ||2 will causeduplicate pivotal movement of the bell cranks ||5 and IIS through theconnecting link ||3.

The marine propulsion mechanism comprises the previously alluded topropeller 24 and a drive shaft |2| therefor. The drive shaft I2| hasoperative connection with a take-off shaft |22 projecting from thetransmission unit |33 through a connecting shaft |23 which is connectedat its opposite ends to the take-olf shaft |22 and the propeller driveshaft |2| by means of universal joints |24 and |25, respectively. Bymeans of this flexible drive connection the propeller may assume itsillustrated operative position or may be retracted during periods ofdisuse. The sealing treatment of the connecting shaft |23 where itextends through the hull I5 is the same as in the case of the projectingarms of the bell cranks 91 of the steering mechanism and is notillustrated in the drawings.

The details of the drive to the take-off shaft |22 are not shown.Suffice it to say that commercial units are available for associationwith conventional transmission units, such commercial units comprising agear for constant engagement with a continuously rotating shaft of thetransmission unit and a clutch for controlling driving engagementbetween the gear and the take-off shaft |22. A clutch controlling leveris shown at |21 in Fig. 2 and is rendered manually operable by theoperator of the vehicle through a link |28 which connects pivotallytherewith and with a manual control lever |29 which is pivotallysupported adjacent the operators compartment as at |30.

A suitable rudder |3| for marine steering may be supported for pivotalmovement about a substantially vertical axis by means of a bracket |32which includes bearing means |33 for supporting the propeller end of thedrive shaft |2I. The bracket |33 is provided with tie rods |34connecting pivotally with the hull I5 as at |35 at points coaxialtransversely with the axis of the universal joint |25, wherebythepropeller shaft |2|, the tie rods |34, the bracket |32 and the propeller24 may pivot about the axis of the universal joint |25 in a verticaldirection.

For retraction of the propeller during periods of disuse motor means areprovided and such means are shown in fragmentary detail in Fig. 8. InFig. 8 the outline of the hull I5 is fragmentarily indicated in dot anddash lines and the propeller channel 23 and the upward extension 25thereof which are formed in the hull I5 are similarly indicated.

A bell crank |36 is pivotally supported in the channel extension 25 anda link |31 pivotally engages between the outer end of one of its armsand the propeller drive shaft |2| or some other convenient point ofattachment on the assembly comprising the bracket |32. The other arm ofthe bell crank |36 engages a piston rod |38 of a piston |39 in a motorcylinder |40. The cylinder |40 is pivotally attached to the hull i5 ofthe vehicle as at |4| and conventional hydraulic or pneumatic conduits,not necessaryto be illustrated, are provided for controlling movement ofthe piston |39 in the cylinder |40 and thereby effecting raising andlowering movement of the propeller 24.

The propeller 24' is shown in its lowered, operative position in Fig. 8.Projection of the piston rod |33 to the right as there viewed, by properapplication of fluid pressure in the cylinder |40l rotates the bellcrank |33 in a clockwise direction and raises the propeller 24. Theseveral parts are so proportioned that limit movement of the piston |33and the piston rod |33 rotates the bell crank |35 until its firstmentioned arm, the one connecting with the link |31, passes a verticalposition. As a result of this arrangement, which is in effect anovercenter action, the weight of the propeller 24 and its associatedparts tend to produce continued clockwise rotation of the bell crank |36and the propeller 24 is accordingly prevented from retrograde loweringmovement after the fluid energy is dissipated in the motor with thepropeller in an idle raised position. Lowering of the propeller may beeiected onlyby resumption of operation of the motor to move the piston|39 tothe left as viewed in Fig. 8 and the benefits of this arrangementas a safety feature in insuring against unintended lowering of thepropeller assembly are obvious.

The vehicle of the present invention is provided with a wheel brakingsystem and in the presently preferred embodiment such system is of thehydraulic type. Each wheel is provided with a brake drum as at |44 inFig. 4 which is provided in turn withinternal expanding brake shoe meansof conventional form and not shown. The braking system is indicatedschematically in Fig. 6 and comprises a hydraulic brake for each of thefour wheels. The several individual wheel braking assemblies areindicated at |45 in Fig. 6.

A master cylinder or fluid reservoir is indicated at |41 and a manualbrake pedal for generating fluid pressure in the system by way of themaster cylinder |41 is designated |48. A conduit |49 leads to each ofthe brake assemblies |45 and each such conduit has interposed therein amanually operable conduit closing valve |50 which may be of any desiredconstruction. The several manual conduit closing valves |50 arepreferably arranged on the vehicle instrument panel or in any otherposition where they will be conveniently accessible to the operator ofthe vehicle for manipulation.

It will be seen from the foregoing that any one or more of the fourbrake assemblies |45 may be temporarily locked in braking position bydepressing the brake pedal |48 and, with such pedal depressed and acolumn of fluid in each conduit |49, closing the desired one orcombination of the valves |50, whereby when pressure is removed from thebrake pedal |48 a brake actuating column of liquid is enclosed in suchconduits |49 as have their manual valves |50 in conduit closingposition. Subsequent release of such selectively locked brakes may beeffected when desired by merely opening the closed valves |50.

From the foregoing, and bearing in mind the presence of the twodi'erential driving axles and the releasable clutch |05 interposed inthe front wheel driving shaft |03, it will be seen that virtualiy anycombination of wheels may be temporarily rendered driving tractionwheels to the exclusion of the remainder by merely locking the brakemechanisms of those not desired to be used. This flexibility in thechoice of driving wheels is of general utility in traversing roughterrain but is of particular importance in passing from marine to landtravel since in this maneuver it frequently occurs that one of the frontwheels, for instance, reaches driving contact with the shore before theother. Without the arrangement of the present invention such wheel couldnot be employed as a driving traction wheel because of the presence ofthe diiferential axle 40.

A new cooperation of the selective wheel locking arrangement is found inthe provision of winch means adapted to be readily associated with anydesired wheel of the vehicle for rotation thereby. 'I'he winch ispreferably one which may quickly be associated with or detached from itsoperative position and in the embodiment illustrated in Fig. 11comprises merely; a pulley |52, preferably shrouded at its outer side asat |53, and`fastenable coaxially with any of the wheels 20, 2| as bymeans of screws |54. With the pulley secured to any desired wheel 20, 2|a cable or line may be fixed thereto and wound thereon by drivingrotation of the ground wheel, the other end of the cable being securedto a tree or other point of anchorage, and in this manner the vehicle isarranged to draw itself out of a mired position or any other situationin lwhich its other drive means are ineffective.

It is desirable under certain circumstances to arrange the tractionwheels of the amphibian vehicle in such manner that they may beselectively retracted to a wholly housed position or projected outwardlyfor tractive engagement with the ground. Figs. 9 and 10 of the drawingsillustrate effective means for accomplishing such retraction andprojection. According to Fig. 9 the chain drive casing |10 is the sameas that designated 45 in the primary embodiment and a similar tractionwheel is designated |1|. A housing |12 extending between the casing |10and the wheel l1| is such as would normally be employed in anon-steerable wheel but the retracting and projecting means of Fig. 9 isintended to be applied likewise to steerable wheels as in the case ofthe spring strut 10 of the primary embodiment.

In Fig. 9 the numeral |13 designates the hull of the vehicle and a wheelcompartment for the wheels |1| is formed by an inward extension |14 ofsuch hull, terminating in an inward vertical wall portion |15. What isknown in the art as an oleo strut is designated generally |16 andcomprises merely a hydraulic cylinder |11 having an axially movablepiston (not shown) and a piston rod |18 movable axially thereby. An endof the piston rod |18 is secured to the housing |12, preferablyuniversally, as at |19, and the remote end of the cylinder |11 islikewise swivelly mounted to the hull of the vehicle as at |80. In theinstant embodiment the wall portion |14 of the hull is shown as providedwith a cup formation |8| which is provided merely to accommodate alonger oleo strut or hydraulic motor. A conduit is indicated at |82, andcontrol of the position of the piston rod |18 with respect to thecylinder |11 by movement of the hydraulic medium into and out of thecylinder |11 is effected in a. manner well known in the art andpreferably from the operators compartment.

In the construction of Fig. 9, supplementary yielding movement of thewheels |1| may be accomplished by incorporating spring means between thepiston rod |18 and the housing |12, or between the end of the ycylinder|11 and the cup 8| of the vehicle hull, o r in any other convenientmanner as byrendering the normally hydraulic system partly pneumatic.

So-called oleo struts are commercially available wherein spring meansare incorporated within the cylinders thereof. In such devices the axialposition of the piston rod with respect to the piston is determined inthe iirst instance by control of the flow of the hydraulic medium to andfrom the strut, but such primary adjustment is subject to resilientcushioning movement between the piston rod and cylinder thereof. Such astrut may be used in constructing the embodiment of Fig. 9 and sincethose devices are known to those skilled in the art to which the presentinvention pertains, detailed delineation is unnecessary.

In the case of a steerable wheel the connection of the piston rod |18 at|19 will obviously be disposed substantially atop the kingpin orsteering knuckle as in the case of the spring strut of the primaryembodiment.

In Fig. 10 the gear-casing |90 corresponds to the gear casings 45 and|10 of the previous embodiments and the wheel |9| corresponds to thetraction wheel of Fig. 9. Similarly the housing |92 connecting the gearcasing |90 and the'wheel |9| corresponds to the housing |12 of Fig. 9.In Fig. 10 a coil spring element |93 is secured at its lower end to thehousing portion |92 and has at its upper end a spring seatfor perch |94which is vertically adjustable by manipulation of a handle |95accessible from within the vehicle and fixed to a screw |96, the latterbeing threaded through a bushing |91 secured in a horizontal wallportion |98 which forms a part of the wheel compartment formed in thehull |99 of the vehicle in this embodiment.

A iiexible but substantially non-resilient strap 200 connects betweenthe housing portion |92 in the upper spring perch |94 whereby when thescrew |96 is manipulated to raise the wheel ISI from ground engagingposition, it is not required to remove all of the initial tension fromthe spring |93 to eect'lifting of the wheel. An upward projection 20| isshown secured to the housing |92 in Fig. 10 and such projection servesto guide and centralize the coil spring |93.

While preferred details of construction have been set forth in detailherein, it is to be understood that the present invention is not to beconsidered as limited thereto or otherwise than as defined in theappended claims. Thus, the wheels for land travel are shown as disposedin recesses in the hull, since this arrangement will secure the mostefficient operation. Omission of the recesses will result in a simpleralthough less eilicient construction. Again, the traction wheels areshown as disposed rearwardly of their associated differential axles. Forcertain purposes, it may be desired that the front traction wheels bedisposed forwardly ofthe front differential axle, thus securing a longereffective wheelbase. Likewise, the rear traction wheels could bedisposed forwardly of the rear differential axle. Still again, the meansfor independently locking one or more wheels might be mechanical insteadof hydraulic, or the locking means might be applied to the differentialrather than directly to the wheels. Still again, the means forretracting the propeller may be operated mechanically instead ofhydraulically or pneumatically. Still again, the engine may if desiredbe located elsewhere than in the rear of the vehicle, although thislocation seems to be the most practical. Still again, the brake drumsfor selectively locking any Wheel in position may be located not on thewheel itself but on the differential driving axle within the hull of thevehicle. Other modifications equally are possible.

We claim:

1. An amphibian vehicle comprising a watertight hull, a passengercompartment within said hull, a propelling engine within said hull andrearwardly of said passenger compartment, fore and aft diierentialdriving axles each extending transversely of said vehicle andterminating at both ends exteriorly of said hull, driving connectionsbetween said propelling engine and each of said differential drivingaxles, means for connecting and disconnecting said driving connections,a marine propeller in the rear part of said vehicle, means forretracting said propeller, a

driving connection between` said propelling engine and said propeller,means for connecting and disconnecting said last-named drivingconnection, elongate transmissions each attached at one end to an end ofone of said differential driving axles and extending longitudinally ofsaid vehicle, a casing for each of said transmissions, each saidtransmission and casing being mounted for pivotal movement about itsassociated differential driving axle, land traction wheels supported atthe opposite ends of each of said transmissions, and means forselectively and independently locking each of said traction wheelsagainst rotative movement.

2. An amphibian vehicle comprising a watertight hull, a passengercompartment within said disconnectible driving connections between saidpropelling engine and each of said differential driving axles, elongatetransmissions each attached at one end to an end of one of saiddiierential driving axles and extending longitudinally of said vehicle,a casing for each of said transmissions, each said transmission andcasing vbeing mounted for pivotal movement about its associateddifferential driving axle, land traction wheels supported at theopposite end of each of said transmissions, and means for selectivelyand independently locking each of said traction wheels against rotativemovement.

5. An amphibian vehicle comprising a watertight hull, a recess at eachside thereof fore and aft to provide compartments for receiving landtraction wheels, a propelling engine located within said hull, fore andaft differential driving axles each extending transversely of saidvehicle and terminating at both ends in said recesses, disconnectibledriving connections between said propelling engine and each of saiddifferential hull, a propelling engine within said hull and rearwardlyof said passenger compartment, inwardly directed recesses at each sideof the exterior of said hull fore and aft, fore and aft diierentialaxles each extending transversely of said vehicle and into saidrecesses, driving connections between said propelling engine and each ofsaid differential driving axles, means for connecting and disconnectingsaid driving connections, a marine propeller in the rear part of saidvehicle, means for retracting said propeller, a driving connectionbetween said propelling engine and said propeller, means for connectingand disconnecting said last named driving connection, elongatetransmissions each attached at one end to an end of one of saiddifferential driving axles and extending longitudinally of said vehicle,a casing for each of said transmissions, each said transmission andcasing being mounted for pivotal movement about its asso-` ciateddiierential driving axle, resilient means for yieldably limiting upwardpivotal movement of each said transmission and casing, land tractionwheels supported at the opposite ends of each of said transmissions, andmeans for selectively and independently locking each of said tractionwheels against rotative movement.

3. An amphibian vehicle comprising a watertight hull, a propellingengine located within said hull, fore and aft diierential driving axleseach extending transversely of said vehicle and terminating at both endsexteriorly of said hull, disconnectible driving connections between saidpropelling engine and each of said differential driving axles, elongatetrP'ismissions each attached at one end to an end of one of saiddierential driving axles and extending longitudinally of said vehicle, acasing for each of said transmissions, each said transmission and casingbeing mounted for pivotal movementabout itsi associated diierentialdriving axle, land traction wheels supported at the opposite end of eachof said transmissions, and yieldable'means providing resilient pivotalmovement of said casings to cushion road shocks. I

4. An amphibian vehicle comprising a watertight hull, a propellingengine located within said hull, fore and ait differential driving axleseach extending transversely of said vehicle and-terminating at both endsexteriorly oi said hull.l

driving axles, elongate transmissions each attached at one end to an endof one of said differential driving axles and extending longitudinallyof said vehicle, a casing for each of said transmissions, each saidtransmission and casing being mounted for pivotal movement about itsassociated diiferential driving axle, resilient means for yieldablyhunting upward pivotal movement of each said transmission and casing,and land traction wheels supported at the opposite ends of each of saidtransmissions.

6. An amphibian vehicle comprising a watertight hull, a recess at eachside thereof fore and aft to provide compartments for. receiving landtraction wheels, a propelling engine located Within said hull, fore andaft dierential driving axles each extending transversely of said vehicleand terminating at both ends in the fore parts of said recesses,disconnectible driving connections between said propelling engine andeach of said differential driving axles, elongate transmissions eachattached at one end to an end of one of said diierential driving axlesand extending rearwardly of said vehicle, a casing for each of saidtransmissions, each said transmission and casing being mounted forpivotal movement about its associated differential driving axle,resilient means for yieldably limiting upward pivotal movement of eachsaid transmission and casing, land traction wheels supported at therearward ends of each of said transmissions, and means for selectivelyand independently locking each of said traction wheels against rotativemovement.

7. An amphibian vehicle comprising a watertight hull, a passengercompartment withinsaid hull, a propelling engine within said hull andrearwardly'of said passenger compartment, fore and aft differentialdriving axles each extending transversely of said vehicle andterminating at both ends exteriorly of said hull, driving connectionsbetween said propelling engine and each of said differential drivingaxles, means for selectively connecting and disconnecting said drivingconnections for selectively rendering one or both driving axleseffective, a marine propeller in the rear part of said vehicle, meansfor retracting said propeller, a driving connection between saidpropelling engine and said propeller, and means for connecting anddisconnecting said last-named driving connection.

8. In an amphibian vehicle, a watertight hull,

fore and ait axles passing through the walls of said hull, an elongatedrive transmission attached to each end of said axles and mounted forpivotal movement thereabout, a casing for said transmission. a tractionwheel mounted at the other end of each of said transmissions, and aresilient strut engaging between said casing adjacent said other end ofeach transmission and an upper stationary part oi' said vehicle andbeing resiliently compresslble for rendering each wheel independentlyresiliently mounted for limited pivotal movement.

9. In an amphibian vehicle, a watertight hull, spaced fore and aftrecesses at opposite sides of said hull to provide compartments forreceiving land traction wheels, elongate wheel supports extendingsubstantially longitudinally in said recesses and pivotally attached attheir fore ends to the wall of said hull, a traction wheel mounted atthe rear end oi each of said supports, and means yieldably resistingupward movement of each of said wheels comprising telescoping meansswivelly secured at its opposite ends to said wheel support adjacentsaid wheel and to an upper stationary part of said vehicle, and acompression coil spring for yieldably resisting telescoping movement ofsaid telescoping means.

10. In an amphibian vehicle, a watertight hull, spaced fore and aftrecesses at opposite sides of said hull to provide compartments forreceiving land traction wheels, an elongate wheel support extendin'gsubstantially longitudinally in cach of said recesses and pivotallyattached at one of its ends to the wall of said hull, atraction wheelmounted at the opposite end of each of said suD- ports, and meanscooperating with said pivotal attachment for yieldably supporting saidtraction wheel, said means comprising telescoping elements securedrespectively at opposite ends to said wheel support adjacent said wheeland to an upper stationary part of said vehicle, and a compression coilspring for yieldably resisting telescoping movement of said elements.

1l. In an amphibian vehicle, a watertight huil, a wheel compartmentformed therein at each side thereof, an elongate wheel support extendingsubstantially longitudinally in each of said recesses and pivotallyattached at one of its ends to the wall of said hull, a traction wheelmounted at the opposite end of each of said supports, and resilientmeans engaging at its opposite ends with said support adjacent saidwheel and with an upper stationary part of said vehicle for yieldablyresisting upward movement of said wheel about the pivotal attachment ofsaid support, manually operable steering gear and a transverse steeringtie rod within said hull and actuable thereby, an arm pivoted withinsaid hull adjacent each wheel compartment and extending into the latterat a point adjacent the pivotal attachment of said wheel support, saidarm having connection within said hull with said tie rod for oscillationthereby, a steering knuckle arm on each of said wheels, and a fore andaft drag link connecting pivotally between each steering knuckle arm andthe outer end of each of said pivoted arms.

12. In an amphibian vehicle, a watertight hull, spaced fore and aftrecesses at opposite sides of said hull to provide compartments forreceiving land traction wheels, a steerable wheel at each side of saidvehicle in a fore recess thereof, manually operable steering gear and atransverse steering tie rod within said hull and actuable thereby, abell crank pivoted for movement about a substantially vertical axisinside of but closely adjacent a recess forming portion of the wall ofsaid hull, one arm of each of said bell cranks being connected to an endof said tie rod and the other arm of each of said bell cranks extendingthrough said wall portion, a steering knuckle arm on each of saidsteerable wheels, and a tore and aft drag link connecting pivotallybetween each steering knuckle arm and the outer end of each of saidsecond mentioned bell crank arms.

13. In an amphibian vehicle, a watertight hull, spaced tore and aftdifferential driving axles, a power plant within said hull and havingdriving connection with both of said axles, clutch means forinterrupting the driving connection between said power plant and one ofsaid axles, a brake associated with each end o! each said diierentialdriving axle, and means for selectively maintaining an individual brakein locked position.

14. In an amphibian vehicle, a watertight hull, spaced fore and aftdifferential driving axles, a power plant within said hull and havingdriving connection with both of said axles, clutch means forinterrupting the driving connection between said power plant and one ofsaid axles, a brake associated with each end of each said diierentialdriving axles, means for simultaneously energizing the brakes, and meansassociated with individual brakes for selectively locking the same inenergized position to retain individual braking of preselected ends ofsaid driving axles following a normal brake energizing operation.

l5. In an amphibian vehicle, a watertight hull, spaced fore and aftdiierential driving axles, a power plant within said hull and havingdriving connection with both of said axles, clutch means forinterrupting the driving connection between said power plant and one ofsaid axles, a brake associated with each end of each said dierentialdriving axle, a uid reservoir, conduits between each of said brakes andsaid fluid reservoir, means for forcing fluid from said reservoir intosaid conduits to energize said brakes, and means for selectivelyshutting off any one of said conduits while the brakes are in energizedposition.

16. In an amphibian vehicle, a watertight hull, a differential drivingaxle extending transversely of said hull and having terminal driveportions extending through said hull, motive means in said hull forimparting driving rotation to said axle, an elongate drive transmissioncasing associated with one of said drive portions and having spacedsprockets in opposite ends thereof and a cooperating endless drivechain, one of said sprockets being fixed to one of the terminal driveportions of said driving axle and said casing being pivotally attachedto a wall of said hull on an axis coincident with the axis of saiddriving axle, a land traction wheel supported by the opposite end ofsaid casing and having driving connection with the other of saidsprockets, and yieldable means providing resilient pivotal movement ofsaid casings to cushion road shocks.

17. In an amphibian vehicle, a watertight hull, spaced fore and aftrecesses at opposite sides of said hull to provide compartments forreceiving land traction wheels, an elongate drive transmission casing ineach compartment having therein spaced sprockets and cooperating endlessdrive chain, one of s'aid sprockets being associated with drive meanswithin said hull and the transmission casing being pivotally attached tosaid hull coaxially with said sprocket, a trac tion wheel supported bysaid transmission casing and having driving connection with the other ofsaid sprockets, and a resilient strut engaging between the transmissioncasing adjacent said other sprocket and an upper stationary part of thevehicle, said strut being resiliently compressible for rendering eachwheel independently resiliently mounted.

18. In an amphibian vehicle, a watertight hull, an external channelrecess in the bottom thereof, drive means extending from within saidhull into said recess and extending rearwardly, a propeller at the rearof said drive means, a supporting bracket carried by said drive means.adjacent said propeller and a steering rudder carried by said bracket,said drive means having a flexible portion permitting raising andlowering of the rear thereof to raise and lower said propeller and saidrudder bracket to inoperative and operative positions respectively,means for raising and lowering said propeller and bracket comprisingiiuid motor means in said hull and having an actuating part projectinglaterally into said recess, and a bell crank disposed above said pro.'

peller in said recess, one arm of said bell crank being connected tosaid actuating part and the other arm being connected to said propellerassembly for lifting the same.

19. In an amphibian vehicle, a watertight hull, an external channelrecess in the bottom thereof, drive means extending from Within saidhull into said recess and extending rearwardly, a propeller at the rearof said drive means, said drive means having a exible portion permittingraising and lowering of the rear thereof to raise and lower saidpropeller to inoperative and operative positions respectively, means forraising and lowering said propeller comprising uid motor means in saidhull and having an actuating part projecting laterally into said recess,and a bell crank disposed above said propeller in said recess, one armof said bell crank being connected to said actuating part and the otherarm being connected. to said propeller for lifting the same,

said other arm being arranged to move over dead center in raising saidpropeller when the force of gravity acting on said propel retains it inraised position when said fluid mo means is inoperative.

20. In an amphibian vehicle, a watertight h1 a differential driving axleextending transvers of said hull and having terminal drive porti(extending through said hull, a traction Wh "Spaeed longitudinally ofsaid hull from said tl minal drive portions, means supporting each tr:tion wheel for pivotal movement about its as: ciated differential axle,resilient means yieldal permitting limitedupward pivotal movement saidtraction Wheel, self-locking manua1 mea for moving each of saidsupporting means abc its pivot independently of said resilient mea forselectively defining the primary vertical po` tion of its associatedtraction wheel, and dri means between each diierential axle termin andits associated Wheel and movable with ss supporting means.

21. An amphibian vehicle comprising a wats tight hull, an inwardlydirected recess at ea` side thereof, a differential driving axleextendii transversely of said vehicle and terminating its opposite endsin said Wheel compartmen` a traction wheel in each of said compartmerrearwardly of said differential axle termini means supporting eachtraction wheel for pivot movement about its associated differential axlresilient means yieldably permitting limited u; ward pivotal movement ofsaid traction Whe and self-locking manual means for moving ea( of saidsupporting means about its pivot ind' pendently of said resilient meansfor selective defining the primary vertical position of its a sociatedtraction wheel.

ROGER W. HOFHEINS. CARLOS E. HARRINGTON. CHARLES D. THOMAS. PAUL P. M.DU'BOSCLARD.

Patent No. 2,550,057.. may 50.191@

ROGER w. Homerus, ET AL. v

It is hereby certfedthat error appears in theprinted specification ofthe above numbered patent requiring correction as follows Page 7, secondcolmnn, line 52, for "one'I read --each--g snd that the seid LettersPatent should be read with this correction therein that the same mayconfom to the record of the case 1n the Patent office.

signed and sealed this 25th day of July, A.. n. 191m.

Leslie FrazerA (,Seal) Acting Commissioner of Patents.

